Engineer&#39;s valve.



W. A. PENDRY, ENGINEERS VALVE. APPLIOATION FILED 0013.8,1909.

1,006,498. Patented 0011.24, 1911.

3 SHEETSSHEET 1.

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W. A. PENDRY.

ENGINBERS VALVE. APPLICATION FILED 0012s, 1909.

1,006,498. Patented 001. 24, 1911.

3 SHEETS-SHEET 2.

COLUMBIA PLANonRAPn co., WASHINGTON I) c W. A. PENDRY.

BNGINEERTS VALVE. APPLICATION FILED 00T.8,1909.

1,006,498, Patented 001. 24, 1911.

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COLUMBIA PLANOGRAPH co.. WASHIN 0000000 c.

WILLIAM A. PENDRY, OF DETROIT, MICHIGAN.

ENGINEER/S VALVE.

Specification of Letters Patent.

Patented Oct. 24', 1911.

Application filed October 8, 1909. Serial No. 521,693.

To all whom it may concern:

Be it known that I, WILLIAM A. PENDRY, a citizen of the United States, residing at Detroit, in the county of Wayne and State of Michigan, have invented certain new and useful Improvements in Engineers Valves, of which the following is a specification.

My invention relates in general to automatic air brakes, and more particularly to improvements in engineers valves.

compressed air railway brakes, after an application of the brakes, and it is desired to release the brakes, the train pipe pressure is increased, which releases the brakes first on the engine and tender and successively on the cars of the train, the brakes on the last car being the last released. When the train is running on a down grade, this releasing operation is objectionable as the release of the brakes on the locomotive before the release of the brakes on the cars frequently results in the train being broken in two, owing to the strain exerted upon the couplings by the weight of the locomotive and tender after the brakes have been released thereon and before the brakes have been released on all of the cars of the train.

The primary object of my invention is to provide an engineers valve which will effect the release of the brakes on the cars on a train prior to releasing the brakes on the locomotive and tender.

A further object of my invention is to provide an improved engineers valve, which will, by a single operation, simultaneously apply the brakes on the cars of a train and on the locomotive, but which will release the brakes on the locomotive only by an operation subsequent to that which releases the brakes on the cars in the train.

A still further object of my invention is to provide an improved engineers valve, which will be simple in construction, comparatively economical in manufacture, and eihcient in operation.

My invention will be more fully described hereinafter with reference to the accompanying drawings, in which the same is illustrated as embodied in a convenient and practieal form, and in which Figure l is an elevational view of one side. Fig. 2 is an elevational view of the other side, a portion being shown in section. Fig. 3 is a longitudinal vertical section, a portion being shown in section in a different plane from the rest. Fig. A is a horizontal section on line 4-4, Fig. 3. Fig. 5 is a transverse section on line 55, Fig. 3.

The same reference characters are used to designate the same parts in the several figures of the drawings.

Reference character A designates the easing in which the valvemechanism is located and which is mainly formed of an integral casting having therein valve cylin- In the operation of the usual automatic ders A and A a chamber A in free communication with the train pipe, and a balancing piston cylinder A The casing is provided with a coupling a which is adapted to be connected with the main reservoir and which communicates with the valve cylinder A. A second coupling a is adapted to be connected with the train pipe and communicates with the train pipe chamber A A third coupling a communicates with a branch train pipe leading to the brake apparatus on the locomotive and tender. This coupling a communicates with a passageway leading to a chamber A formed in the casing A and in open communication with the chamber A therein. The valve cylinder A is provided with an exhaust outlet a Located in the valve cylinder A is a bushing B having a series of ports Z) extending therethrough and communicating with an annular passage surrounding the bushing and with which the coupling a communicates. A second circular series of ports extend through the bushing B and communicate with an annular passage surrounding the bushing.

Located in a small cylinder, which communicates with the annular passage around the ports 6 is a reducing valve T provided with a spring a which normally seats the valve against the end of a passage or, leading from the annular passage around the circular series of ports 6.

A bushing 13 is located in the valve cylinder A and is provided with two circular series of ports 6 and b which extend through the bushing and communicate with a surrounding annular passage from which the exhaust opening a extends.

Mounted to reciprocate within the bush-' ing B is a piston valve comprising two pistons 0 and c which are connected by means of a piston rod 0 with a piston valve 0 located within the bushing B A balancing piston D is located within the cylinder A and is connected to a piston to the upper end of a floating lever F. The

lower end of the floating lever F is pivotally connected to one end of a link F, the opposite end of such link being pivotally connected to the rod 0 of the piston valves.

A short rock shaft 9 extends transversely through the bottom of the chamber A one end being supported in the adjacent wall of the casing A, while its opposite end is supported in the plate E which closes the chamber A such plate E being secured to the casing A in any suitable manner, as by means of screws 6. A crank arm G is fixed upon the rock shaft 9 and is pivotally connected to the float-ing lever F intermediate manually operated. The lever H is of its ends, as indicated at g; The end of the rock shaft 9 which projects through the plate E has fixed thereon an operating lever H provided with a handle to permit it to be rovided with a spring actuated detent H which engages notches formed in a sector K fixed upon the plate E and relatively to which the lever H moves in operating the piston valves.

A bell crank lever Pv is fulcrumed upon a post 79 located within the chamber A and supported by the adjacent wall of the casing A. The shorter arm of the bell crank lever P is bifurcated and straddles a valve rod R, a collar 9 being provided around the valve rod R above the bifurcated end P of the bell crank lever. The lower .end of the valve rod R carries a valve R which cooperates with a'valve seat r surrounding the passageway leading from the chamber A to the coupling a of the locomotive branch train pipe. The portion of the valve rod R on the opposite side of the collar from the valve R is provided with a balancing piston r which fits within a cylinder formed in a cap R closing an opening leading to the interior of the chamber A The space within the cap R above the piston r communicates at all times with the atmosphere through a port W. The longer arm P of the bell crank lever depends within the chamber A in the casing A and terminates adjacent the path of movement of the crank arm G. A pawl S is pivotally mounted upon the crank arm G in the plane of the arm P of the bell crank lever and is normally forced againsta stop 8 on the crank arm G by means 'of a spring 8.

L indicates an end plate of the casing V which serves as a head for the piston cylin- 181' A and as a head for the piston valve cylinder A. A passage L is provided in the head L and communicates through a port Z with the end of the cylinder A. A passage L extends from the passage L a short distance between the valve cylinder A and piston cylinder A, such passage L communicating with the interior of the cylinder A through a port Z in the bushing B within the cylinder. The port Z is spaced from the end of the cylinder a distance slightly greater than the Width of the piston D. A valve seat m is located in alinement with the passage L and is supported in the adjacent wall of the head L.

A valve M is mounted to reciprocate in a cap M removably secured within the outer wall of the passage L. A spring 172. is interposed between the valve M and the surrounding cap, the tension of which normally retains the valve M in contact with the seat m. A circular valve seat a extends through the head of the piston valve cylinder A and projects into the passage L. A valve N is supported within a cap N removably supported in the outer wall of the passage L, a spring n being interposed between the valve and outer end of the cap for normally retaining the valve in contact with the seat a. A stud c is supported by the end of the piston valve in alinement with the valve N which is adapted to unseat such valve when the valve mechanism is thrown into an extreme release position. An exhaust port 6 extends from the end of the piston valve cylinder A adjacent the cylinder head L. The passage L communicates with a conduit Z leading to a supplemental reservoir.

The operation of my improved engineers valve is as follows:

Running p0sz't2'0n.The operating lever is moved toward the right in Fig. 3 until the piston 0 occupies a position intermediate of the series of ports 6 and 6 thereby connecting the main reservoir through the annular passage around the ports Z), the passage a reducing valve T and ports 6 with the train pipe chamber A and thence directly with the train pipe through the coupling a The pressure in the train pipe is consequently reduced below that in the main reservoir to an extent corresponding to the reducing valve T. The piston valve occupies a position intermediate of the train pipe chamber and exhaust ports in this position of the valve.

Sew vice appZz'cati0n.In order to eifect a service application of the brakes, the hand lever H is moved toward the right in Fig. 3, thereby oscillating the shaft 9 and rocking the crank arm G thereon. This movement of the crank arm is transmitted to the floating lever F, and as the upper end of such floating lever is held immovable by reason of the pressure to which the balancing piston D is exposed, the lever oscillates about its upper end as a fulcrum, thereby moving the valve rod 0 toward the right through the medium of the connecting link F. This movement of the valve rod moves the piston valve 0 so as to cut off the communication between the ports 6 and the train pipe, and coincidentally moves the piston valve 0 to a position in which the ports 6 are uncovered. Train pipe pressure then passes from the chamber A through the ports b to the atmosphere until the reduction thereof is such that the pressure of the supplemental reservoir acting upon the outer surface of the piston D moves the latter against the reduced train pipe pressure toward the right. This movement of the piston D oscillates the floating lever F about its pivotal connection cient, however, for the valves 0 to uncover the ports 5 In order to apply the brakes with greater force, the hand lever is moved. toward the right another notch, thereby moving the piston valve 0 sufficiently touncover the exhaust ports which remain uncovered until the additional reduction in train pipe pressure is such that the expansion of the pressure in the supplemental reservoir will move the piston D toward the right, and thereby again move the valve 0 to close the exhaust ports 6 The hand lever may be moved toward the right a number of times to effect a succession of reductions in train pipe pressure, the necessary movement of the hand lever being indicated by the notches in the segment K. Pressure is exhausted simultaneously from the branch train pipe leading to the locomotive brakes, inasmuch as the reduction of pressure in the chamber A results in the valve R lifting and permitting the pressure from the locomotive branch train pipe to freely pass through the passageway leading from the coupling a into the chamber A The under surface of the piston r is substantially equal in area to the surface of the valve R above the annular valve seat r, thereby relieving the load upon the valve R and balancing the same, so that it will quickly open immediately upon the pressure in the chamber A falling below that in the passageway a.

Upon an equalization of pressure between the branch locomotive train pipe in the chamber A the valve R at once engages its seat 1". The capacity of the supplemental reservoir is of such a size that the expansion of the air therein will exert a sufiicient pressure on the outer surface of the piston D to move the same against a predetermined reduction in the train pipe pressure to which the inner surface of the piston D is exposed. After each movement of the hand lever, the valve 0 remains open until the predetermined reduction in train pipe pressure has been effected, after which the preponderance of pressure to which the outer surface of the piston Dis exposed from the supplemental reservoir will move the piston D toward the right and thereby cause the piston valve 0 to close the exhaust ports 6 Emergency appZz'eati0n.-For an emer gency application of the brakes, the hand lever is moved toward the right (Fig. 3) until it engages the stop at the end of the segment K and held in such position. This movement of the hand lever moves the valve 0 to the right of the series of ports I), through the medium of the rock shaft 9, crank arm G, floating lever F, link F and valve rod 0. Train pipe pressure then quickly exhausts to the atmosphere from the chamber A through the ports 6*. The position of the piston valve a relatively to the ports Z) is such that when the piston valve 0 occupies a position to the right of the ports o the valve 0 will still occupy a position intermediate of the ports I) and the exhaust port 6 thereby preventing waste of pressure from the main reservoir. During the emergency application of the brakes, the pressure is exhausted from the branch pipe leading to the locomotive brake apparatus simultaneously with the exhaust of pressure from the train pipe, owing to the automatic lifting of the valve R in the manner above described in connection with the service application.

Release p0s2'tz'0n.In order to release the brakes either after a service or emergency application, the hand lever H is moved toward the left into the position shown in Fig. 3, when it engages the spring stop 70 at the end of the segment K (see Fig. 2). This return of the hand lever reciprocates the valve rod 6 toward the left (Fig. 8), through the intermediate connections, until the pin 0 engages and unseats the valve N, whereupon pressure is exhausted from the supplemental reservoir through the passage L, valve seat n and exhaust port 6 The pressure to which the outer surface of the piston D is exposed is consequently reduced, while the pressure to which its inner surface is exposed is increased, by reason of the free passage of main reservoir pressure through the ports 7) into the chamber A. The piston D is conseqently quickly moved to its normal posit-ion at the left-hand end of the cylinder A, during which the piston rod is automatically moved sufficiently toward the left to permit the check valve N to close, thereby discontinuing any further exhaust of pressure from the supplemental reservoir. When the hand lever H engages the spring stop 70, the pawl S has engaged the lower end of the arm P of the bell crank lever and has been oscillated thereby against the tension of the spring 8 to the position shown in Fig. 3.

No pressure has, therefore, been exhausted from the branch train pipe leading to the locomotive brakes, and the locomotive brakes consequently have remained applied while the brakes have been released on the cars of the train. After the release of the brakes on the cars, the hand lever H is moved still farther toward the left in Fig. 3, that is, toward the right in Fig. 2, so as to force outwardlythe spring actuated stop against the tension of the spring 70 This further movement of the hand lever H permits the pawl S to pass the lower end of the arm P of the bell crank lever into the position shown by dotted lines in Fig. 3. The pressure upon the hand lever H is then discontinued so that the spring stop 70 turns the lever slightly to the right in Fig. 3 and to the position shown in Fig. 2. This movement of the handlever oscillates the crank arm G and with it the pawl S. The pawl S oscillates the bell crank lever so that the valve R is lifted through the engagement of the bifurcated end P of the bell crank lever with the collar 9 on the valve rod R. The main reservoir pressure then quickly passes from the chamber A through the chamber A past the valve R, and through the coupling a to the locomotive train pipe, thereby releasing the brakes on the locomotive and tender. The pawl S continues to engage the lower end of the bell crank lever while the hand lever H is moved to running position, so that both the train pipe leading to the cars on the train and the branch train pipe leading to the locomotive and tender brakes are in communication with the main reservoir through the passage cont-rolled by the reducing valve T. The further movement of the hand lever H toward the right in Fig. 3 causes the pawl S to pass out of engagement with the lower end of the bell crank lever so that the bell crank lever is not again oscillated by the pawl S until the parts have been again moved into the position shown in dotted lines in Fig. 3, which occurs after the release of the brakes on the cars of the train. After the pressure from the main reservoir has passed directly through the ports Z) to the train pipe chamber A and thence to the train pipe and locomotive branch train pipe long enough to release the brakes, the hand lever is moved toward the right (Fig. 3) a distance sufficient to move the piston valve 0 from a position at the left of the ports 6 to a position intermediate of the ports I) and 5 thereby connecting the train pipe with the main reservoir through the reducing valve only.

From the foregoing description, it will be observed that I have invented an improved engineers valve which will, by a single operation, effect the application of the brakes on the cars, and also on the locomotive, but which will only release the brakes on the locomotive by an operation separate from and subsequent to the operation which releases the brakes on the cars of the train. It will, therefore, be evident that I have invented an improvement which will enable the engineer to retain the brakes set upon the locomotive and tender until after the brakes have been released on the cars, thereby obviating the objection to the serial release of the brakes on the locomotive and cars, due to the weight of the locomotive tending to break the couplings owing to its weight when on a down grade.

While I have illustrated and described my invention for delaying the release of the locomotive brakes until after the release of the brakes on the cars in connection with my improved engineers valve covered by application Serial No. 489,423, filed April 20, 1909, yet it is to be understood that my invention may be applied to other forms of engineers valves, and I, therefore, do not wish to be understood as being limited in the application of my present invention to any particular form of engineers valves.

While I have illustrated and described my invention with more or less detail, yet it is to be understood that I do not consider my invention to be restricted to any specific embodiment, but may be expressed in any physical forms coming within the terms of my claims.

I claim:

1. An engineers valve comprising valve mechanism for connecting the train pipe withthe exhaust or with the main reservoir to apply or release the brakes, a supplemental valve controlling the connection of the main reservoir with the locomotive brake apparatus, and manually operated means for first actuating said valve mechanism and subsequently actuating said supplemental valve.

2. An engineers valve comprising valve mechanism for connecting the train pipe with the exhaust or with the main reservoir to apply or release the train brakes, supplemental means controlling the connection of the main reservoir with the locomotive brake apparatus, and operating means for first actuating said valve mechanism and subsequently actuating said supplemental means.

3. In an engineers valve, the combination with a valve casing communicating with the train pipe, main reservoir, exhaust, and locomotive branch train pipe, of valve mechanism controlling the communication between the train pipe and exhaust and main reservoir to effect the application and release of the brakes on the cars, a supplemental valve for controlling the connection of the main reservoir with the locomotive brake apparatus, and manually operated means for first actuating said valve mechanism and subsequently actuating said supplemental valve.

4:. In an engineers valve, the combination with a casing comprising a chamber in com munication with the train pipe, of valve mechanism for controlling the connection of said chamber with the main reservoir and with the exhaust, a valve controlling the communication between said chamber and the locomotive brake apparatus, and means for actuating said valve mechanism to connect said chamber with the main reservoir and for subsequently actuating said valve to connect said chamber with the locomotive brake apparatus.

5. In an engineers valve, the combination with a casing comprising a chamber in communication with the train pipe, of valve mechanism for controlling the connection of said chamber with the main reservoir and with the exhaust, a passageway leading from said chamber to the locomotive brake apparatus, a valve controlling said passageway and seating toward the locomotive brake apparatus, means actuating said valve mechanism, and connections operated by said means to lift said valve after said valve mechanism has connected said chamber with the main reservoir.

6. In an engineers valve, the combination with a casing in communication with the main reservoir, exhaust port, train pipe and locomotive branch train pipe, of valve mechanism for simultaneously connecting the train pipe and locomotive branch train pipe with the exhaust port and directly connecting the train pipe with the main reservoir, a separate valve for controlling the communication of the main reservoir with the locomotive branch train pipe, and means for actuating said valve mechanism to connect the main reservoir with the train pipe and subsequently actuating said separate valve for connecting the main reservoir with the 1000- motive branch train pipe.

7. In an engineers valve, the combination with a casing in communication with the main reservoir, exhaust port, train pipe and locomotive branch train pipe, of valve mechanism for simultaneously connecting the train pipe and locomotive branch train pipe with the exhaust port and directly connecting the train pipe with the main reservoir, a separate valve for controlling the communication of the main reservoir with the locomotive branch train pipe, a hand lever for operating said valve mechanism, a sec ond lever for unseating said valve, and means actuated by said hand lever to oscillate said second lever and unseat said valve subsequently to the movement of said valve mechanism into position to connect the train pipe with the main reservoir.

8. In an engineers valve, the combination with a casing in communication with the main reservoir, exhaust port, train pipe and locomotive branch train pipe, of valve mechanism for simultaneously connecting the train pipe and locomotive branch train pipe with the exhaust port and directly connecting the train pipe with the main reservoir, a separate valve for controlling the communication of the main reservoir with the locomotive branch train pipe, a hand lever for operating said valve mechanism, a bell crank lever for unseating said valve, a pawl carried by said hand lever and adapted to engage said bell crank lever to unseat said valve after said hand lever has moved the valve mechanism into position to connect the train pipe with the main reservoir.

In testimony whereof, I have subscribed my name.

WVILLIAM A. PENDRY.

Witnesses:

GEO. L. WILKINSON, HARRY S. GAITHER.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. C. 

